Locomotive brake



(No Model.)

. W. H. FORD.

LOGOMOTIVB BRAKE.

Patented Apr. 19, 1892.

IllllI-I W T/VE S S E S UNITED STATES PATENT AOFFICE.

WILLIAM H. FORD, VATERTOVN, NE7 YORK, ASSIGNOR TO THE NEW YORK AIR BRAKE COMPANY. l

LOCOMOTIVE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 473,112, dated April 19, 1892L` Application filed January 18, 1892. Serial No. 418,364. (No model.)

To all whom t may concern.:v

Be it known that I, WILLIAM H. FORD, a citizen of the United States, residing in the city of Vatertowu, in the county of Jeffer- 5 son and State of New York, have invented a new and useful Improvement in Locomotive- Brakes, of which the following, taken in connection with the accompanying drawings, is a specification.

Myinvention relates to locomotive-brakes, and is for the purpose of obtaining an equal pressure on all the brake-shoes and still have sufficient freedom of motion to allow for any variation that may occur from uneven track t 5 or other causes.

Figure 1 is a view of a portion of one side of a locomotive, showing the brake shoes and levers as arranged in my invention. Fig. 2 is a plan of the equalizing-levers. Fig. 3 is a 2o perspective View, on a larger scale, of the equalizing-lever attached to one arm of the main bell-crank lever.

In the drawings, 1 1 are driving-wheels of a locomotive.

2 2 are brake-shoes suspended on levers 3 and 4, which are attached to the frame of the locomotive by suitable brackets 5 and 6.

The power to actuate the brakes is obtained by means of fluid-pressure in the cylinder 7. 3o This is connected iu the ordinary way to the long arm S of thc bell-crank level'. The short arm 9 of this lever is connected by link 10 with the horizontal equalizing-lever 11. One end of the cqualizing-lever 11 is connected 3 5 with brake-lever 3 by the push-rod 12. The

other end of equalizing-lever 11 is connected by pull-rod 18 with another equalizing-lever 14, which distributes the stress between the forward wheels; or it may be connected direct to cross-bar 15, one end of which is attached to brake-lever 4t and the other end is attached to a brake-leveron the opposite side of the locomotive corresponding to lever 4.

This would be the case if there were but two pairs of drivers on the locomotive. The link 10 is slotted at both ends, these slots being at right angles to each other, so that the arm 9 of the bell-crank may move in a vertical plane, while the equalizing-lever 11 may move in a horizontal plane. O11 the short arm 9 of the bell-crank there is a projection or stop 16 for the purpose of preventing the link 10 from sagging too low when the brakes are off and there is no stress on the apparatus. Vhen the power is -applied,the stress upon the link 10, lever 11, and rods 12 and 13 draws them into the same plane as the stop 16 moves from the link 10.

What I claim as new, and desire to secure by Letters Patent, isl In a locomotive-brake apparatus operated by power, the equalizing-lever 1'1 and the link 10, combined with a bell-crank having a projection or stop 16, for the purpose described, substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

VILLIAM H. FORD.

\Vitnesses:

F. L. MAssEY, R. D. MCKAY, 

